Automatic train-stopping, telephonic, and block-signal system



w. H. ADKINS. AUTOMATIC TRAIN STOPPING IELEPHONIC AND BLOCK SIGN ALSYSTEM.

Patented Dec.

APPLICATION FILED AUG. H, 1917- 1,400,201.

INVENTOR' Q WzZZzam JLJMHL'IIJ,

BY Q I ATTORNEY.

w. H. ADKINS. AUTOMATIC TRAIN STOPPING TELEPHONIC AND BLOCK SIGNALSYSTEM. l APPLICA TION FILED AUG.-14, i917. 1,400,201. Patented Dec. 13,1921.

2 SHEETS-SHEET 2,

A TTORNE Y.

UNITED STATES PATENT QEFICE.

WILLIAM ADKINS, OF KANSAS CITY, KANSA 1,4.oo,2o1.

AppIication filed'Aug'ust 14, 1917.

To all "ta- 10m it may concern:

Be it known that I, lVILLiAM H. ADKINS, a citizen of the United States,residing at Kansas City, in the county of lVyandot-te and State ofKansas, have invented certain new and useful improvements in AutomaticTrain-Stopping, Telephonic, and Block-Signal Systems, or which thefollowing is a specification.

My invention relates to an automatic train stopping, telephonic andbloelr signal system, and one object is to provide a simple, reliable,easily operated, electrical system oi this character which can be easilyinstalled and operated in connection with the standard forms of tracksand lines oi both steam and electric roads, and whereby two trains maybe placed in telephonic connection with each other or with despatchersalong the right of way.

A further object is the provision of signal means to warn an approachingtrainoit' an open switch or derail, so that such train may be stoppedwithin a safe distance before taking the switch or siding.

With the foregoing and other objects in view which will appear as thedescription proceeds, the invention resides in the combination andarrangement of parts hereinai'ter described and claimed, it beingunderstood that changes in the precise embodiment of the inventionherein disclosed can be made within the scope oi what is claimed withoutdeparting from invention.

In the accompanying illustrate the invention:

Figures 1 and 2 show a diagram of the system.

Fig. is a front elevation of a recording drawings which voltmeteremoloved in earr in out the invention.

Fig. l is a broken plan view or rail.

a tliird valve.

Referring now to the drawings, A and B designate the main track rails,those on each side of the track being bonded or otherwise connected toeach other to conduct an electric' current.

2 designates a third rail laid in the center Specification of LettersPatent.

the spirit of the Patented Dec. 13, 1921.

Serial No. 186,244.

of the track. This third rail 2 has oppositely-disposed, parallelconductors 4 and 5 insulated from each other and divided into bloclrs ofsuitable length generally indicated at 8, 9, 10, 11, 12 and 13 andinsulated electrically from each other. Each block is arrangedalternately with respect to the opposite parallel bl ck. For instance,the ends of block terminate midway between the ends of blocks 9 and 11.

Groups of signal lamps 1d and 15, 16 ant. 17, 1.8 and 19, 20 and 21, 22and 23, are arranged at the ends of the respective blocks as shown onFig. 1. Said signal lamps may be mounted upon suitable supports alongthe right of way'and may all be placed at one side of the track, or atopposite sides thereof as shown.

When a train or locomotive indicated by the dotted lines 30, comes ontoany twoblocks, say, for instance, blocks 9 and 10, it completes thefollowing circuit: Starting from alternating generator 32 the currentpasses through a wire 3%, one arm of a double pole switch 35, a wire 36,a recording voltmeter or other 40, a lamp l1, mounted in a thermostaticsocket having a make-and-break contact, a wire 42, one arm of a doublepole, double throw switch i l, a wire 45, a brush or trolley 47 carriedby the locomotive and bridging both sides of the third rail 2, block 10,wires 50 and 51 connected, respectively, to the ends of said block 10,lamps l7 and 20, wires 53 and 55, rails A and B, the wheels and axle 58and 59, respectively, a wire 60, the opposite arm of the switch 44;, andback to the generator 32 through a wire 62, the switch 35, and a wire63.

In addition to the lamps l7 and 20, at the opposite ends ofthe block 10,being lighted by closing of the foregoing circuit, the lamps l5 and 18at the ends of the block 9, are also made to glow by current passingthrough said lock 9 from the brush d7, thence through wires and 66, saidlamps 15 and 18, wires 68 and 69, the rails A and B, and bad through thewheels 58 and the axle 59, to the generator 32 through the interveningconductors above-described.

lVhen the signal lamps of the two blocks are in circuit as described,the recording voltmeter 38 registers, Safety, while the lamp ll glowsdimly. However, should a rail on either side of the main track besuitable meter 38, a wire brokenthe signal lamp or lamps connected tosuch broken rail become dark and thus warn the engineer that the trackis not in safe condltion. Darkness of said slgnal lampsreduces thecurrent strength passing through the lamp 41, causing it to become dark,or very dim, as an additional warningto the engineer that the track isnot in safe condition. 7 v

If two trains, such as indicated at and 30*, going inthe same oropposite directions enter upon the same block, they are a'utoe 'matically stopped before they can collide, by the'aid of their air brakesand the throw- I 7 block the combined voltage oftheir alternatinggenerators 32 and 32 is thrown into such block, causing the lamps 41 and41' to pulsate and the voltmeter indicators 72 I and 72 tointermittently swing into' en gagement with their respective contacts 74and 74 and close air brake circuits on the respective trains, as willnow appear.

As the indicator 72 of the voltmeter 38 momentarily engagesitsrespective contact 74, current passes from the generator 32 through wire34, one side of switch 35, wire 36, wire 40, a wire 76, indicator 72,contact 74, wire 77, electromagnet 78, a wire -79, a wire 80, wire 62,the opposite side of switch 63, and back to the generator 32 Theforegoing circuit energizes the electromagnet'7 8, causing it to attractits armature 81 which is pivoted at 82 and fixed to a latch 83, causingthe same to release a drop switch 84, which closes an air brake. circuitthrough contacts 85. V

Said air brake circuit derives its energy from the generator 32, andconsists of a wire 86 leading from the wire 40, an electromagnet 87, thewire 88, the drop switch 84, contacts 85, a wire 79, the wire 80, thewire 62, one side of the switch 35, and back 7 to thegenerator 32through the wire 63.

As the electromagnet 87 is energized it opens the air brake valve 89,thereby setting the brakes on'the train 30. The brakes" on the train 30are also set by a similar circuit thereon. In addition to the air brakecircuits being energized as above described, the combined energy of thegenerators 32 and 32 is thrown into the third rail 2 and the main trackrails A and B, through the circuits-leading from the generators throughthe brushes 47 and 47 and the car wheels and axles of the respectivetrains.

Closure of the air brake circuits as above described, also closes athrottle circuit consisting of wires 99 and 100, connected, re-

spectively, to the wires 76 and 82 and the poles of an electromagnet101, whose armature 102'is connected to an air valve 103 (F 6). Theconstruction of the electro-' magnet 101 and the air valve 103, is thesame as that of the electromagnet 87 and the valve 89. Said air valve103 has a pipe connection 105 with the'air brakesystem of thetra'in,and" upon being opened when the magnet 101 is energized, admits air to acylinder 107 througha pipe 108. A plunger .109 within'the cylinder 107,is forced forward by the air under pressure entering said cylinder fromthe pipe 108, and pulls the throttle 111 to neutral position. For

exponents, a portion'of such. equipment,

however, being omitted from the diagram as unnecessary of portrayalsince the two equipments are duplicates. The air brake circuitsremainclosed until interrupted by manually opening the respective ,dropswitches '84 and 84": p

As the two trains are thus brought to a 7 stop a safe distance apart theengineers, on the respective locomotives will naturally Want tocommunicate with each other as to further procedure, and a telephoniccircuit has therefore been provided forthis purpose. This isaccomplished by throwing the switches 44 and 44 into engagementwithcontacts 115, 115 on the telephonic circuit and establishingcommunicaion between the telephones 117 and 117 on the locomotives 30and 30*, respectively, through a wire 119, switch 44, wire 45, brush 47,the third rail 2, wire 45 switch 44 wire 119 telephone 117 wire 120,wire 60*, switch 44, the wheels 58*, axle 59 the track rails A and B,the wheels 58 and axle 59, wire 60, switch 44, and a wire 120, leadingto the telephone 117 from one of'the contacts 115. r

I have also provided means whereby a train desp'atcher at a localstation, such as indicated by the dotted lines 125, may enter intotelephonic communication with a train approaching or leaving suchstation. For

this purposethe station is equipped with a 32, the current flows throughwire 34, one side of switch 35, wire 36 and the recording voltmeter 38,wire 42, one side of switch 44.

wire 45 the block conductor 10 wire 140 one side of switch 134, wire142, wire 143, lamp 131, wire 145, the opposite side of switch 134, wire147, the track rail B, wheels 58, axle 59, wire 60, switch 44, wire62,switch 35, and back to the generator 32 through the wire 63. Thiscircuit causes the station lamp 131 to glow and by opening an additionalpath for the current passing through the meter 38, it affects theindicator 7 2 accordingly, and thus warn the engineer that the traindespatcher has orders to deliver over the phone. The engineer may,without stopping the train, then cut in his telephone 117 by throwingthe switch 44 into engagement with the contacts 115. This operation cutsthe generator 32 out of the telephonic circuit, whereupon the stationlamp 131 becomes dark and thus notifies the train despatcher that thetrain has reached one of the blocks in which the station is situated, sothat he may converse with the engineer. He then cuts out the lamp 131and cuts in his phone 130, by closing the switch 132.

If the train be approaching the station 125 from the right or passing tothe right from such station. the train desnatcher may get in telephoniccommunication therewith in the manner above described, excepting thatthe switch 134 is thrown into engagement with contacts 150, one of whichcommunicates with a wire 151 connected to the rail B and the other to awire 153 connected to one side of the third rail 2. The stationtelephone wires 140 and 153, are, preferably, connected to two alinedblocks, such as 10 and 12, respectively, to permit ample time for thedespatcher to issue orders of usual length to the engineer, while thetrain is running in said blocks.

Means whereby the engineer may detect an open switch when approachingthe same has been provided as followsi Referring to Fig. 2, which is acontinuation of Fig. 1, it will be observed that the switch points E andF are united by the usual cross bar Gr, preferably, connected at one endto the crank H of the usual switch stand. Said cross bar G carries acontact 180, connected to one side of the third rail 2 by a wire 181.When the switch is thrown to open position as shown, the contact 180engages a stationary contact 182 connected The closto the switch rail Iby a wire 183. ing or this circuit cuts out the signal lamps beside thetrack i circuit with the conductor 5 and causes the indicator 72 of themeter 08 to swing toward the contact 74 and register Danger.

Means have also been provided for indi eating an open derail such asindicated at J, by providing the same with contact 188, electricallyconnected to one ofthe main rails as B by a wire 189. When the derail isthrown open the contact 188 engages a contact 186 on the switch rail 1,which contact is connected to oneside of the third rail 2 by awire 187.When the contacts 186 and 188 are in engagement as shown, the sameaction takes place as when the switch is open, that is to say, thesignal lamps beside the track go out while the meter 38 registersDanger.

The recording meter 38 is provided with a clock driven chart 200 dividedby lines 201 to indicate the time required for the train to make a trip,and also to indicate the time when the indicator stylus 202 recorded,Caution, Danger, etc. The chart 200 is also divided by concentriccircles which coact with the indicator 72 in advising the engineer ofthe condition of the apparatus, the track, etc. F or instance, when thestylus 202 is on or adjacent the line 205 it signifies danger ahead.When the stylus is on or adjacent the line 206 it denotes that theenginee' should proceed with caution. hen the stylus is on or adjacentthe line 207 it denotes safety. When the stylus is on or adjacent theline 208 it denotes that the train despatcher desires to issue orders tothe engineer. WVhen the stylus is on the line 209 it signifies that aswitch or derail is open, and when the indicator swings into en a ementbra 'with the contact 74 it indicates that two trains are in the sameblock. A new chart is provided for each trip.

From the foregoing description it is apparent that I have produced asystem embodying the features of advantage above enumerated and one thatis well adapted for the purposes intended.

Having tnus described my invention, what I claim and desire to secure byLetters Patcut, is:

1. In a system of the character described, the combination with a trainand a main track therefor, of a third rail having two parallelconductors divided into blocks, the blocks of one conductor beingalternately arranged with respect to the blocks of the companionconductor, signals adjacent the main track and having electricalconnections there *ith and with the blocks of the third rail, a partialcircuit on the train having one end in communication with the main trackthrough running gear of the train, a traveling contact on the third railand con nected to the opposite our of said partial circuit, a source ofelectrical energy for the ci'cuit, and a recording instrument on thetrain and connected to said circuit.

2. In a system of the character described, the combination with trainand a main track therefor, of a third rail having two parallelconductors divided into blocks, signal lamps adjacent the main track andhaw electrical connections therewith and with the blocirs of the thirdrail, a partial circuit on the train having one end in communica tionwith the main track, a traveling contact on the third rail and connectedto the oppoblocks, a partial circuit on the train having one end incommunication with the main track, a travehng contact on the thlrd railand connected to the opposite end of sald partial circuit, a'source ofelectrical energy for the circuit, a recording instrument on the trainand connected to said c1rcu1t, andmeans for closing the shortclrcultbetween the de- 7 rail and one of the blocks when said derail is3 in open position.

said valve, a circuit for 4. An electric signaling system for railroadtrains, consisting of block conductors electrically connected to thetrack, a contact on'the train to traverse said block conductors, apiston connected to the locomotive throttle to close the same, acylinder in whichsaid piston is reciprocably mounted, a pipe to conductfluid under pressure to said cylincer to actuate the piston, a normallyclosed valve connected to said pipe to control the flow of fluidtherethrough, an electromagnet to open said valve, a circuit forenergizing said electromagnet, a source of electrical energy connectedto said circuit, conductors connecting said source to the contact whichtraverses the block conductors, a self-closing switch to close thecircuit, a latch to normally hold said switch open, andelectrically-controlled means to disengage the latch from said switch. 7

5. An electric signaling system for railroad trains, consisting of blockconductors electrically connected to the track, a contact on the trainto traverse said block conductors, a piston connected to the locomotivethrottle to closethe same, a cylinder in which said piston isreciprocably mounted, a pipe to conduct fluid under pressure to saidcylinder to actuate the piston, a normally closed valve connected tosaid pipe to control the flow of fluid therethrough, an electromagnet toopen energizing said electromagnet, a source of electrical energyconnected to said circuit, conductors connecting said source to thecontact which traverses the block conductors, a self-closing switch toclose the circuit, a latch to normally hold said switch open, anelectromagnet in the circuit to release the latch from said switch, anda meter to close that portion of the circuit leading to saidelectromagnet to energize the:

same.

6.-An electric signaling system for rail road trains, consisting ofblock conductors electrically connected to the track, a contact-on thetrain to traverse said block conductors, a piston connected to thelocomotive throttle to close the same, a cylinder in which said pistonis r'eciprocably mounted, a

pipe to conduct fluid under pressure to said bratory indicator connectedto the circuit,

anda contact adapted to be engaged by said indicator andclose thatportion ofthe circuit leading to said electromagnet to energize thesame; p l 7; An electric signaling system for railroad trains,consisting of block conductors electrically connected to the track, acontact on the train to traverse said block conductors, a pistonconnected to the locomotive throttle to close the same, a cylinder inwhich said piston is'reciprocably mounted, a pipe to conduct fluid underpressure to said cylinder to actuate the piston, a normally closed valveconnected to said pipe to control the flow of fluid therethrough, anelectromagnet to open said valve, a circuit for energizing saidelectromagnet, a source' of electrical energy connected to said circuit,conductors connecting saidsource to the Contact which traverses theblockconductors, a self-closing switch to closethe circuit, a latch tonormally hold saidswitch open, an electromagnet in the circuit torelease the latch from said switch, a meter having a vibratoryinclicator connected to the circuit, a contact adapted to be engaged bysaid indicator and close that portion of the circuit leading to saidelectromagnet to energize the same, and a clock driven record over whichsaid inclicator swings. v

8. An electric signaling system for railroad trains, consisting of'blockconductors electrically connected to the track, a contact on the trainto traverse said block conductors, a' piston connected to the locomotivethrottle to close the same, a cylinder in which said piston isreciprocably mounted, a pipe to conduct fluid under pressure to saidcylinder to actuate'the piston, a normally closed valve connected tosaid pipe to control the flow of fluid therethrough, an electromagnet toopen said valve, a circuit forenconductors connecting said source to thecontact which traverses the block conductors, a self-closing switch toclose the circuit, a latch to normally hold said switch open, anelectromagnet in the circuit to release the latch from said switch, ameter having a vibratory indicator connected to the circuit, a contactadapted to be engaged by said indicator and close that portion of thecircuit leading to said electromagnet to energize the same, a styluscarried by the indicator, and a clockdriven record engaged by saidstylus.

9. An electric signaling system for railroad trains, consisting of blockconductors electrically connected to the track, a contact on the trainto traverse said block conductors, a piston connected to the locomotivethrottle to close the same, means operably connecting the piston to thelocomotive whistle, a cylinder in which said piston is reciprocablymounted, a pipe to conduct fluid under pressure to said cylinder toactuate the piston, a normally closed valve connected to said pipe tocontrol the flow of fluid therethrough, an electromagnet to open saidvalve, a circuit for energizing said electromagnet, a source ofelectrical energy connected to said circuit, conductors connecting saidsource to the contact which traverses the block conductors, aself-closing switch to close the circuit, a latch to normally hold saidswitch open, and electrically-controlled means to disengage the latchfrom said switch 10. An electric signaling system for rai1- road trains,consisting of block conductors electrically connected to the track, acontact on the train to traverse said block conductors, a brake-applyingvalve, an electromagnet to open said valve, acircuit for energizing saidelectromagnet, a source of electrical energy connected to said circuit,coni ductors connecting said source to the contact which traverses theblock conductors, a self-closing switch to close the circuit, a latch tonormally hold said switch open, and electrically-controlled means todisengage the latch from the switch.

11. An electric signaling system for railroad trains, consisting ofblock conductors electrically connected to the track, a contact on thetrain to traverse said block conductors, a brake-applying valve, anelectromagnet to open said valve, a circuit for energizing saidelectromagnet, a source of electrical energy connected to said circuit,conductors connecting said source to the contact which traverses theblock conductors, a self-closing switch to close the circuit, a latch tonormally hold said switch open, electrically-controlled means todisengage the latch from the switch, and a meter to open and close thecircuit to said electrically controlled means. i

12.- An electric-signaling system for rail? road trains consisting ofblock conductors electrically connected to the track, a contact on thetrain to traverse said block, conductors, a brake-applying valve, anelectromagnet to open said valve, a circuit for energizing saidelectromagnet, a source of electrical energy connected to said circuit,conductors connecting said source to the contact which traverses theblock conductors, a self-closing switch to close the circuit, a latch tonormally hold said switch open, electrically-controlled means todisengage the latch from the switch, a meter in the circuit and providedwith an indicator and a contact adapted to be engaged by said indicatorand close that portion of the circuit leading to saidelectrically-controlled means.

13. An electric signaling system for railroad trains, consisting ofblock conductors electrically connected to the track, a contact on thetrain to traverse said block conductors, a brake-applying valve, anelectromagnet to open said valve, a circuit for energizing saidelectromagnet, a source of electrical energy connected to said circuit,conductors connecting said source to the contact which traverses theblock conductors, a self-closing switch to close the circuit, a latch tonormally hold said switch open, electrically-controlled means todisengage the latch from the switch, a meter in the circuit and providedwith an indicator, a contact adapted to be engaged by said indicator andclose that portion of the circuit leading t said electrically controlledmeans, and a clock-driven record over which said indicator swings.

14. An electric signaling system for railroad trains, consisting ofblock conductors electrically'connected to the track, a contact on thetrain t traverse said block conductors, a brake-applying valve, anelectromagnet to open said valve, a circuit for energizing saidelectromagnet, a source of electrical energy connected to said circuit,conductors connecting said source to the contact which traverses theblock conductors, a selfclosing switch to close the circuit, a latch tonormally hold said switch open, electrically-controlled means todisengage the latch from the switch, a meter in the 'circuit andprovided with an indicator, a contact adapted to be engaged by saidindicator and close that portion of the circuit leading to saidelectrically controlled means, a stylus carried by the indicator, and aclockdriven record engaged by said stylus.

15. An electric signaling system for railroad trains, consisting ofblock conductors electrically connected to the track, a contact on thetrain to traverse said block conductors, a piston connected to thelocomotive throttle to close the same, a cylinder in which said pistonis reciprocably mounted, an alternatductors, a drop switch to close thecircuit, mechanical means to normally hold sa1d switch open, andelectrically controlled means to disengage said mechanical means 7 fromthe switch.

16. An electric signaling system for railroad trains, consisting ofblock conductors electrically, connected to the track, a contact on thetrain to traverse saidblock conductors,

a piston connected to the locomotive throttle to close the same, acylinder in which said piston is reciprocably mounted, an alternatinggenerator, conductors connecting said generator to the circuit and theblock conductors, a drop-switch to close the circuit, mechanical meansto normally hold said switch open, ele'ctrically-controlled means todisengage said mechanical means from the switch, a meter having avibratory indicator connected to the circuit, a contact adapted to beengaged by said indicator andclose that portion of the circuit leadingto said electromagnet to energize the same, a clock-driven record overwhich-said indicator swings, and a stylus carried by said indicator toengage the cloclcdriven record. i

I 17. An electric signaling system for rail road trains, consisting ofblock conductors electrically connected to the track, signal lampsbeside the track and connected thereto and to said block conductors, acontact on the train to traverse said block conductors, a pistonconnected to the locomotive throttle to close the same, a cylinder inwhich said piston is reciprocably mounted, a pipe to conduct fluid underpressure to said cylinder to actuate the piston, a normally closed valveconnected to said pipe to control the flow of .fluid therethrough, anelectromagnet toopen said valve, a circuit for energizing saidelectromagnet, a source of electrical energy connected to sa d clrcult,conductors connecting said source to the contact which traverses theblock conductors, a self-clos ng switch to close the C11C1l1L, a latchto normally hold sald switch open, and electrically controlled vmeans todisengage the latch from said switch.

18. An electric signaling system for raile road trains, consisting ofblock conductors electrically connected to the track, contacts on twotrains to traverse said block conductors, partial circuits on the trains.andconnected to said contacts and the running gear of the trains,alternating generators on the trains and connected to the partialcircuits, meters on the trams and connected to the partial cir- ,cuits,indicators on the meters and connected to the partialcircuits,'recorg:lson the meters o e Whi s d a d c t w ss, Contact adapt d t b en a by heindicat r ,el treeiaeae reelec e a th I rltial cireelts and t e la-mentions remad switches controlled by said 'electromagnets, andair-brake circuits on the trams controlled by said switches.

19. An electric signaling'system for rail road trains, consisting ofblock conductors electrically connected to the; track, contacts 7 on twotrains to traverse said block conductors, partial circuits on the trainsand connected to said contacts and the running gear of the trains,alternating generators on the trains and connected to the partialcircuits,

voltmeters on the trains and connected to the partial circuits,indicators on the-voltmeters and connected; to thepart-ialcircuits,;reccrds on two trains to traverse said block conductors,partial circuits on the trains and connected to said contacts and therunning gear of the trains, alternating generators on the trains andconnected to the'partial circuits, meters onthe trains and connected tothe partial circuits, 'indicatorson the meters and connected to thepartial circuits, records on the meters over which said indicatorsswing,- contacts adapted to be engaged by the indicators,electro-magnets connected to the partial circuits and thelast-mentionedcontacts, switches controlled by said electromagnets,

, and steam shutting-0E circuits on the trains controlled by saidswitches. 1 V

1.7 'An electric signalingsystem for railroad trains, consisting:ofbloclr conductors connected to the track, a contact on the train totraverse said block conductors, a

partial circuit on the train and connected to said contact and therunning gear of the train, a source of electricalenergy on the train andconnected to the partial circuit, a manual switch to open and close thepartial circuit, a meter connected to the partial cirscuit, aclock-driven record on the meter, and

an indicator'in circuit with the partial circuit and arranged to swingover said-record.

22. An electric signaling system .for'railroad trains, consisting ofblock conductors connected to the track, a contact on the train totraverse said block conductors, a partiaLcircuiton the train andconnected to said contact and therunninggear of the;

train, a-source of electrical energy on the t ain an eon et l t t par a.e u a m te conne ed t t part a rcuit a clock driven record on the meteranindica- 119 in circui with th a tia c irouita d arranged to swing oversaid record, and a stylus carried by the indicator to inscribe upon therecord.

23. An electric signaling system for railroad trains, consisting ofblock conductors connected to the track, a contact on the train totraverse said block conductors, a partial circuit on the train andconnected to said contact and the running gear of the train, a source ofelectrical energy on the train and connected to the partial circuit, ameter connected to the partial circuit, a clock-driven record on themeter, an indicator in circuit with the partial circuit and arranged toswing over said record, and air-brake circuit connected to the partialcircuit-,and a contact connected to the airbrake circuit to close thesame when said contact is engaged by the indicator.

'24. In a system of the character described, the combination with atrain, a main track therefor, and a local station, of a sectional thirdrail electrically connected to said track, a partial circuit on thetrain having one end in communication with the main track, a travelingcontact on the third rail and connected to the opposite end of saidpartial circuit, a source of electrical energy for the circuit, atelephone on the train, a double-pole double-throw switch for cuttingout that portion of the partial circuit on the train containing thesource of electrical energy and cutting in the telephone with theremainder of such partial circuit, a telephone in the local station,conductors to establish communication between the last mentionedtelephone, the track and two sections of the third rail, a double-poledoublethrow switch for cutting said conductors in circuit with eithersection of the third rail, conductors connecting the last-mentionedswitches to the station telephone, and a switch for opening and closingthe lastmentioned conductors.

In testimony whereof I affix my signature, in the presence of twowitnesses.

WILLIAM H. ADKINS. Witnesses:

F. G. FISCHER, L. J. FISCHER.

